Car bumper



July 9, 1940. E. R. scHRoEDER CAR BUMPER Filedv May l2, 1937 2 Sheets-Sheet 1 INVENTOR uw ATTORNEY July 9, 1940. E. R. scHRoEDER GAR BUMPER Filed May l2, 1937 2 Sheets-Sheet 2 l INVENTOR fr?? @SZ Scraeaer ATTORNEY Patented July 9, 1940 UNITED STATE-s CAR BUMPER Ernest B. Schroeder, Hawthorne, N. J., aligner American Car a Foundry Company, New York,

. Y., a corporation of New Jel'leylv Applicatiomhiay 12, 1937, Serial No. 142,162

17 Claims.

This invention relates to improvements in bumpers for cars in general and in particular to cars for use in mines or for other industrial purposes. In cars of this type it is necessary that bumper and draft means be provided to relieve v the frame of shocks incident to shifting of the cars or to absorb the shocks when a car is permitted to run free down an 'incline from a dumping station. It is not necessary as in big railway cars to provide for any great deal of movement. since the starting of long trains of cars is seldom necessary.

It is an object of this invention to provide a bumper in which a non-metallic cushioning eleu ment is provided to absorb shocks incident to draft and buiiing forces.

Another object of the invention is the provision of non-metallic cushioning elements which may be readily removed for replacement when zo necessary without affecting the remainder of the structure.

A further object of the invention is the provision of a bumper with non-metallic cushioning elements which will act in shear to resist all forces applied thereto.

A still further object of the invention is the provision of a combined bumper and draft member having non-metallic cushioning elements in which provision is made for resisting the eccentric loading imposed by draft forces.

These and other objects of the invention will be apparent to persons skilled in the art from a study of the following description and accompanying drawings in which:

Figure 1 is a plan view with portions broken away as indicated on line I-I of Figure 2;

Fig. 2 is a transverse sectional view taken substantially on the center line of Figure 1;

Fig. 3 is an end view of the construction with parts broken away to more clearly disclose the interior construction;

Fig. 4 is a sectional view showing a slight modification of the arrangement of cushioning material, and

Fig. 5 is a sectional view taken on line B-B of Figure 4.

Referring now to the drawings in detail, it is seen that'the car is provided as customary with side sills B which may be of any section but in the instance shown are of Z formation, having an outwardly directed top ilange 2, vertical web l and lower inturnedl flange 6. This form of sill is merely representative since bulbs, channels or sills of other form may be used without affecting n to any substantial degree the end construction now to be described. 'Ihe side sills are Joined together with an end construction preferably cast in one piece and having a rear horizontally disposed portion l merging into an upwardly and outwardly inclined portion Il, which in turn 5 merges with an upper and horizontally directed portion i2, the upper surface being substantially in alignment with the upper flanges of the side sills. The horizontal portion I2 has formed therewith.v a vertically directed web portion I4 10 terminating preferably in an outwardly directed supporting flange i6 which in the instance shown has its ends offset upwardly a sumcient amount to rest upon the upper surfaces of the side sill flanges 6. 'Ihe upper and lower horizontal portions i2 and It. vertical web I4 and incline i0 are joined together at their ends by a substantially vertical wall i8 by means of which the member may be securely fastened to the side sills of the car. 'Ihe rear horizontal portion of the end member provides a support for the end of the iloor plate 20 as clearly shown in Figure 2.

The vertically extending walls Il are provided outwardly of the web I4 with inwardly facing pockets 22 preferably of rectangular outline which pockets are adapted to receive the correspondingly shaped cushioning elements 24 later to be referred to. The central portion of the vertical web is removed to provide a substantially rectangular opening 2i directly above which is formed a downwardly facing pocket 21 of rectangular outline adapted to receive the cushioning element 2l. This pocket is formed by downwardly extending projections from the inclined portion and the upper horizontal portion of the u end member. In order to suitably brace the end member, intermediate gussets, such as 30, may be provided joining the .inclined and vertically extending web of the end member.

The combined bumper and draft member now o to be described is preferably formed as a single casting although it is obvious that it may be formed by means of welded plates. This bumper is preferably formed with a curved, vertical bumping face ll from which rearwardly extend- 45 ing horizontal flanges Il and 40 are extended to merge with rear wall 42. The major portion of the lower flange l! is removed in order that access may be had to the interior portion of the casting. 'I'his ange merges with a pair of ver- 50 tically extending side walls M, thus forming with the upper ilange a substantially rectangular opening, which may be termed an open ended pocket, located at each side or opposite end poru tions of the bumper element. Each of these open ended pockets, together with the adjacent pocket formed on the end member, provide what may be termed a housing adapted to receive the cushioning elements which will act in shear in resisting movements of the bumper. These elements must act in shear due to the close proximity of the pocket edges which go to make up what may be termed the housing located at either` end portion of the bumper and coupler element. The rear wall 42 is provided with a centrally located extension formed by side walls 46 joined together with spaced transverse walls 48, thus forming a vertically directed open ended pocket for the re-` ception of one end of the cushioning element 28 previously referred to.

In order that the bumper element may also be used to transmit draft forces a portion of the rear Wallis extended upwardly as at 50 to merge with an outwardly directed flange 52 spaced sufflciently above the flange 38 to provide space for the customary coupling links. The extended Wall 50 is curved as clearly indicated in Figure 1, thus forming a strong open ended coupler pocket across which the coupling bolt or pin 54 may be extended. In order to provide additional bearing area for the pin, as is customary, the flanges 38 'and 58 are formed with enlargements 56 surrounding the pin openings.

In order to assemble the construction it is only necessary that the end casting be secured to the side sills and the bumper element introduced into this construction in its proper position :after which the non-metallic cushioning elements 24 may be inserted through the open ended pockets and extended into the pockets 22 of the end casting, after which horizontally disposed bolts 58 are extended through inner cover plate 60 and through the end casting and side sill, thus preventing movement of the cushioning elements out of the pockets or housing. The cushioning element 28 is likewise inserted through the pocket in the bumper extension and into the pocket of the end construction. This element is held in place by means of bolt G2 extending through cover plate 64. It is to be noted that the nonmetallic cushioning elements are slotted in order that the material may move relative to the securing bolts without straining these bolts.

With the modied construction shown in Figures 4 and 5 the mainside cushioning element pockets have been reversed, that is, the walls 44 of the bumper casting have been joined by wall thus forming at each side an outwardly facing pocket on the bumiper casting instead of on the end construction which is now provided with the open-ended pockets. In order that the nonmetallic cushioning material may be inserted in these pockets'it is necessary that a portion of the side sill and vertical flange I8 be removed as clearly indicated in Figure 5, thus providing an open-ended pocket. After insertion of the bumper element into this modied end construction, the non-metallic material may be slid into position through the openings in the sill and secured. in place by means of angle clip 12 bolted or otherwise secured by means 14 to the sill flange.

The operation of the bumper just described is as follows: On the car striking an obstruction or another car the bumping face will receive the impact and transfer the force rearward to the non-metallic cushioning elements 24 and 28. The cushioning elements being held at one end in the end construction and at the other end in the bumper casting will be subjected to a shear action thus permitting a relative movement between the bumper casting and end construction. Since the cushioning elements are substantially free in the pockets and the adjacent faces of the pockets closely abut each other or in other words are in juxtaposedv relation, itis obvious that the material will be subjected to substantially` pure shear without any bending strains. When draft forces are acting upon the bumper casting it tends to move outwardly away from the car end construction again subjecting the cushioning elements 24 and 28 to a shearing action. It is obvious that since the coupling pin area is located above the main cushioning elements 24 an eccentric strain is applied to the casting, and the rotative tend-A ency of the casting will be resisted by the rearwardly extending projection 46 contacting with the edges of the adjacent open-ended pocket and also by the bearing of the casting upon the outwardly directed supporting flange I8 of the end construction.

In case of injury to the cushioning element, it is obvious that any one or all of these elements may be readily removed and replaced with a minimum amount of disturbance to the car or bumper casting, since it is only necessary t`o remove the securing bolts as shown in Figures 1 to 3 or the supporting clip as shown in Figures 4 and 5. Removal of the securing means will permit withdrawal of the cushioning element, after which a new member may be immediately inserted, thus preventing expensive or needless delay of repairing the construction.

Although the device has been described in more or less detail. it is obvious that various modifica.-

tions and rearrangements of parts will be suggested to persons skilled in the art, but all such modications and rearrangements are contemplated as fall within the scope of the following claims.

What is claimed is:

l. In a mine or similar rail car having a oor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said endmember, a plurality of laterally spaced pockets formed on each side of said element and member in juxtaposed relation adjacent the said side sills, and non-metallic cushioning material in said pockets for resisting in shear the relative movements of said member and element.

2. In a mine or similar rail car having a oor, side sills, and an end member connecting said side sills to form a frame, a bumper element supported by said end member, a plurality of laterally spaced pockets formed on each side of said element and member in juxtaposed relation adjacent the ends of the side sills, and non-metallic cushioning material in said pockets resisting in shear the relative movements of said member and element. v

3. In a mine or similar rail car having a oor, side sills, and an end member connecting said side sills to form-a frame, a draft element supported by said end member, a plurality of laterally spacedpockets formed on each side of said element and member in juxtaposed relation adjacent the said side sills, and non-metallic cushioning material in said pockets for resisting in shear the relative movements of said member and element.

'4. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a draft element supported by said end member, a plurality of laterally spaced pockets formed on each side of said element and member in juxtaposed relation adjacent the ends of the side sills, additional pockets formed in said end member and in said element substantially in vertical alignment, and non-mietallic cushioning material in said pockets resisting in shear the relative movements of said member and element, said additional pockets resisting tilting of said element from its normal position.

5. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, inwardly opening pockets formed on each side cf said end member adjacent the sills, a combined bumper and draft element supported by said end member, pockets formed on each side of said element and in juxtaposed relation to the pockets of the end member and substantially in horizontal alignment therewith, and non-metallic cushioning material in said pockets resisting in shear the relative movements of said member and element.

6. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, inwardly opening pockets formed on each side of said end member adjacent the sills, a Acombined bumper and draft element supported by said end member, pockets formed on each side of said element and in juxtaposed relation to the pockets of the end member and substantially in horizontal alignment therewith, non-metallic cushioning material in said pockets resisting in shear the relative movements of said member and element, and means extending horizontally through the end member and cushioning material for removably securing the material in position.

7. In a mine or similar rail car having a door, side sills, and an end member connecting said side sills to form a frame, open pockets formed on each side of said end member adjacent the sills, a combined bumper and draft element supported by said end member, outwardly opening pockets formed on each side of said element and in juxtaposed relation to the pockets of the end member, non-metallic cushioning material in said pockets resisting in shear the relative movements of.said member and element, and means secured to the sills preventing lateral displacement of the material from the pockets.

8. In a mine `or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, pockets formed on each side of said end member adjacent the sills, a draft element supported by said end member, pockets formed on each side of said draft eiement and in juxtaposed relation to the pockets of the end member, non-metallic cushioning material in said pockets resisting in shear the relative movements of said member and element, and a projection extending rearwardly from the elem'enii substantially into engagement with the end member to prevent tilting of said element during draft.

9. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, pockets formed on each side of said end member adjacent the sills, a draft element supported by said end member, pockets formed on each side of said draft element and in juxtaposed relation to the pockets of the end member, non-metallic cushioning material in said pockets resisting in shear the relative movements of said member and element, a projection extending rearwardly from the element substantially into engagement with the end member to prevent tilting of said element during draft, a pocket formed on said projection and adapted to receive additional cushioning material engageable with the end member to additionally resist relative movements of said end member and draft element. I

10. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a unitary bumper and draft element supported by said end member, a plu-4 rality of pockets formed on each side of said ele ment and member substantially inhorizontal alignment and having their faces in closely abutting relation, and non-metallic cushioning material in said pockets resisting in shear the relative movements of said end member and element.

11. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a unitary bumper and draft element supported by said end member, a plurality of pockets formed on each side of said element and member in juxtaposed relation, said element being provided with a rearwardly extending projection having a pocket'fonned thereon, an additional pocket formed on said end member in juxtaposed relation to the pocket on said projection, and non-metallic cushioning material in each of said pockets resisting in shear the relative movements of said end member and element.

12. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said end member, adjacently arranged pockets formed in the end member and the end portions of said bumper and draft element, said adjacently arranged pockets forming housings, and elastic cushioning material arranged in said housings in such a manner as to be subject to shearing action upon relative movements of said end member and element.

13. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said end member, housings at opposite end portions of the bumper and draft element, said housings being formed by normally aligned pocket portions of the end member and bumper and draft element, and elastic cushioning material in said housings adapted to shearingly resist relative movements of the end member and bumper and draft member.

14. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said end member, a plurality of normallyk horizontally aligned pockets between the side sills and opposite end portions of the bumper and draft element, and non-metallic cushioning material in said pockets arranged to be subject to shearing action upon relative movements of the end member and bumper and draft element.

15. In a mine or similar rail car having a floor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said end member, and means for resiliently resisting builing and draft forces to which the element is subjected, said means comprising resilient elements extending between the end portions of the sills and the adjacent portion. of said element and retained in position in such a manner as to be subject to shearing action in service.-

16. In a mine or similar rail ear having a tioor, side sills, and an end member connecting said side sills to form a frame, a combined bumper and draft element supported by said end member, and elastic cushioning material interposed between the side sills and. adjacent end portions of said element; said material being so formed and arranged as lto be subject to shearing action gnomes 17. In a mine or similar rail car having a iloor. side sills and an end member connecting said side sills to form a frame, a bumper element supported by said end member, a plurality of laterally spaced pockets formed on each side oi' said element and member in juxtaposed relation adjacent the ends of the side sills, non-metallic cushioning material in said pockets for resisting in shear the relative movements oi said member and element, and means removably securing said re- 10 DISCLAIMER 2,207,444.-Emest R. Schroeder, Hawthorne, N. J. CAR BUMPER. Patent dated July7 9, 1940. Disclaimer filed June 17, 1941, by the patentee. Heby enters this disclaimer to claims 15 and 16 in said specification.. [Oycz'al Gazette July 8, 1941.] 

